Railroad-switch-operating mechanism.



.LPATENTED JUNE 9, 1908.

J. T. RAMAGE. RAILROAD SWITCH OPERATING MECHANISM.

APPLICATION FILED DEG.4,' 1907.

2 SHEETSSHEET 1.

' PATENTED JUNE 9, 1908.

J. T. RAMAGE. RAILROAD SWITCH OPERATING MECHANISM.

APPLICATION FILED DEGA, 190-7.

2 SHEETS-SHEET 2.

N s W N w xm v mm M ww.

UNITED STATES PATENT OFFICE.

JAMES T. RAMAGE, OF KONAWA, OKLAHOMA, ASSIGNOR OF ONE-HALF TO (I. T. MOULDIN, OF

' LOUISVILLE, KENTUCKY.

RAILROAD-SWITGH-OPERATING MECHANISM.

To all whom it may concern:

Be it known that 1, JAMES T. RAMAGE, a citizen of the United States, residing at Konawa, county of Seminole, and State of Oklahoma, have invented a new and useful RailroadSwitch-Op crating Mechanism, of which the following is a specification.

This invention relates to mechanism for operating railroad switches designed more especially for use on motor car tracks in cities; and has for one of its objects to provide means arranged to be connected to the movable switch point below the surface of the street and operated through the medium of an upstanding finger, forming a part of said means, projecting above-the street grade.

Another object of the invention is to equip each car at its forward end below the platform, or other position occupied by the motorman with a mechanism for operating the aforesaid upstanding finger in either direction to throw the switch into position to guide the car on its proper track where the track divides. This mechanism is spring held normally above the movable finger, but is forced down by the motorman into position to strike the finger when approaching a switch. The mechanism on the car is in two parts independent of each other, one part for throwing the switch point to the right and the other part for throwing it to the left. Stirrups above the platform, one attached to each mechanism, are placed within easy reach of the motormans feet.

WVith these and other objects in view the invention consists of the novel construction, combination and arrangement of parts hereinafter described and pointed out in the claims, reference being had to the accompanying drawings, in which,

Figure 1 is a plan view of a portion of a railway track and switch showing the track mechanism in place; Fig. 2 is a longitudinal sectional view of the track mechanism on the line 22, enlarged; Figs. 3 and 4 are cross sectional views on the respective lines 33 and 44 of Fig. 2; Fig. 5 is a plan view of the trunk or case containing the track mechanism, with the cover removed Fig. 6 is a side elevation of one end of a motor car with the means for operating the switch point projecting below the platform; Fig. 7 is a front elevation, and Fig. 8 is a bottom plan view of the car illustrated in Fig. 6, showing the switch Specification of Letters Patent.

'Application filed December 4, 1907.

Patented June 9, 1908.

Serial No. 405,059.

operating mechanism carried thereon from different view points, and Fig. 9 is a slightly enlarged detail view of the operating mechanism carried by the car. I

Similar numerals of reference are used for the same parts on all the figures.

Referring to Figs. 1 to 5 both inclusive, the numeral 1 indicates a main line or straight track and 2 a switch or branch track turning out from the main or straight track 1. The direction in which a car must travel when approaching the switch from the left will depend wholly on the position of the movable switch point 3, pivoted at 4 to the outside rail of the switch track 2 and facing or pointing towards the approaching car. WVhen the point is in contact with the main track rail the track is open to the switch, but when it lies against the switch track rail the main line or straight track is open. The track construction above described is the common form in use in cities for motor car service, and therefore, being well known, further description is unnecessary.

Extending inwardly from the switch sec tion 5 of the outer track rails on which the switch point 3 is pivoted, is a trunk 6 made preferably of cast metal placed below the tread surface of the track and securely bolted or otherwise fastened to supporting blocks 7 and 8 of wood or other suitable material. The trunk 6 is made in two parts, a fixed trough like bottom 9 and the cover plate 10 therefor. The bottom 9 is made narrow with an overhanging horizontal flange 11 on each side to which the flat cover plate 10 is bolted. The bottom part 9 of the trunk is inclined downwardly from the rail to and slightly beyond the center of the track, and is provided with a central vertical slot 12- throughout its length, open at the top and in creasing gradually in depth from the rail end. At the center of the track the bottom part 9 is made wider and deeper as at 13 to permit a vertical socket 14 being formed therein for a coiled spring 15. The top plate 10 is fiat, with a slight elevation at its outer end to cover a longitudinal recess 16 in which a projection or finger 17 on the movable switch point. 3 is adapted to slide. At the opposite end of the cover plate 10 is an upwarc y projecting boss 18 having a vertical longitudinal opening 19 therethrough corresponding in width to the slot 12 and opening thereintO,

the roadway.

Within the slot 12 of the trunk 6 is a sliding rod 20, by means of which the switch point 3 is moved to open either the main line or the switch track. outer end bent upwardly to form a hook 21 that engages the switch point 3 or an open ing 22 in the finger or projection 17 on the switch point, the opening being enlar ed at the top to permit the rod swinging freely in a vertical plane. The rod 20 lies normally in a horizontal position at the top of the slot, being held u 3 by the spring 15 pressing against it from be ow, and extends to the center of the track, at which point it is turned vertically and projects through the opening 19 in the boss some five or 81X inches above the top. This upright part or finger 23 of the rod is finished with a knob 24 to prevent pos sible accidents from the end of the rod. The opening 19 in the boss 18 is covered by a horizontal sliding plate 25 resting on the top of the boss and held in place by bolts 26 passed through slots 27 in the plate. A

, small opening is made in the plate 25 between the slots for the vertical part 23 of the switch'rod. The object of the sliding plate 25 is to prevent the entrance of water and dirt into the trunk 6 and interfere with the operation of the mechanism. If desired a sewer connection may be made with the trunk in any convenient way.

When pressure is applied to one side or the other of the upright 23 the rod 20 will be moved longitudinally, and through the hook 21 the switch point 3 will be swun in the direction of the applied pressure. hould the knob 24 be depressed by a vehicle wheel passing over it, or by being stepped u on, the switch rod 20 will swing downwarc in the slot 12, against the tension of the spring 15 which, as soon as the pressure is relieved, re

turns the switch rod to its normal position.

Turning now to that part of the mechanism carried by the motor car, attention is called to Figs. 6 to 9 both inclusive, where will be seen attached to the underside of the. front platform of the car on each side, an arm, the one on the right of the car numbered 28 while that on the left is indicated by 29. Each arm has a vertical part in which is formed a coil 30, an upper horizontal mem ber 31 turned outwardly and fastened to a sill or other portion of the platform by bolts 32 passed through slots in said outwardly turned member, and a lower horizontal member 33 directed inwardly. Each lower member 33 extends to and a short distance across the center line of the car, one member being bent forwardly and the other rearwardly to permit this as they lie normally in line with each other. The, ends of the members 33 are then turned forwardly and outwardly, as

clearly shown in Fig. 8, to form two cams or shoes 34 for moving the switch rod 20 when either shoe is depressed into line with the and 29 are each shown and described as made of an integral bar of metal bent to shape.

The rod 20 has its 4l1his is to show one form of construction as the arms may be made in a number of ways provided each has a spring section, a shoe or cam for operating the switch rod, and is adjustable towards and away from the other.

35 and 36 indicate depressing bars adjustably attached to the horizontal members 33 of the respective arms 28 and 29, and extend through the platform of the car. Each bar has its intermediate portion bent or curved outwardly at 37 to give full play to the draw head, as for instance when round ing curves, without interfering one with the other. The lower ends 38 of the bars 35 and 36 are vertically disposed and each provided with a plurality of holes for adjustably fastoning it to one of the members 33 to set the cam 34 in proper relation to the upright extensionof the switch bar. Each bar 3536 has a shoulder 39 formed thereon which strikes the under surface of the adjacent platform sill or other stop when raised to its highest or normal position by a spring 40. The upper ends 41 of the bars 35 and 36 pass vertically through the platform and are each provided with a stirrup or foot piece 42 by means of which the bars can be depressed by the motormans foot when it becomes necessary to o erate the switch point 3.

Norma ly, the members 33 are held several switch bar 20 and in the same horizontal plane. When approaching a switch, the motorman depresses one of the bars 3536 forcing down the shoe 34 thereon into position to engage the u right finger 23, and holds it depressed unti the switch point has been passed. For convenience, the parts are so arranged that the switch will be opened to the right or left as the right or left bar respectively, is pushed down. If the switch be open for the approaching car, the shoe 34 will pass the finger 23 without touching it, but if the switch be closed to the car, the de pressed 'shoe will bear against the finger 23 and through the switch bar 20, shift the switch point to open the track for the car. Should for some reason the switch point be prevented from moving and also when the switch is on a curve in the track, the spring coil 30 will yield sufiiciently to prevent breaking the arm, switch rod, or other part of the mechanism. It is to be understood that the switch point is positively moved in both directions, and remains in the position to which it has been moved until again positively operated.

The mechanism as shown and described embodies the best form, arrangement and finger 23 of the switch rod. The arms 28 inches above the upright fingers 23 of the construction known at the present time; but it is to be understood that various changes may be made in the relation and organization of the parts without departing from the spirit of the invention.

Having thus described my invention, what I claim as new and desire to secure by Letters- Patent is 1. In combination, a movable switch point, a depressible sliding rod loosely connected to said switch point and extending inwardly to the center of a railroad track, a trunk having a vertical slot with an inclined bottom to hold said sliding rod, a removable cover plate for said trunk with a slotted boss on its inner end, said sliding rod having an upwardly projecting finger extending through and above said boss, and a spring to retain said sliding rod normally in elevated position but permit the depression thereof.

2. In combination, a movable switch point, a depressible sliding rod loosely connected to a projection 'on said switch point and extending inwardly to the center of a railroad track, a trunk having a vertical slot with a bottom inclined downwardly from the switch point to hold said sliding rod, a removable cover plate for said trunk with an upwardly projecting slotted boss on its inner end, said sliding rod having a finger on its inner end extending through and above said boss, a spring below said sliding rod to hold it elevated and a plate covering the slot in said boss through which plate the finger passes and which moves laterally with said finger.

3. In a switch operating mechanism, a movable switch point and a depressible sliding rod loosely connected to said switch point and extending towards the center of a railroad track, said sliding rod having a finger projecting upwardly above the plane of the track, combined with shoes mounted on a car to engage when depressed the aforesaid finger one of said shoes having its-working surface inclined in a direction opposite the like surface on the other shoe, said shoes being independently depressible.

4. In a switch operating mechanism, a movable switch point, a sliding bar having an upstanding finger by means of which said bar and switch point are moved, combined with an adjustably secured spring arm 'on the bottom of and at each side of a car at the front, an inclined shoe on each arm to act on said upstanding finger on o posite sides and normally held above the ger, and a depressible bar adjustably attached to each arm for lowering the shoe thereon into posi tion to engage said finger, said bars being curved outwardly at their central portions.

5. Combinedwith a switch operating mechanism having a finger projecting above the surface of the ground for shifting the switch point, two shoes bolted to a car each shoe having a working surface horizontally inclined in a direction opposite that of the other and a spring coil between said working surface and its point of attachment, and a depressible bar attached to each shoe for lowering it into engagement with said projecting finger.

6. Combined with a switch operating mechanism having a finger projecting above the surface of the ground for shifting the switch point, two shoes normally held above said finger each on a spring arm fixed to the front of a car on opposite sides, said shoes adapted to move the aforesaid finger in opposite directions when one or the other is depressed into line therewith and a bar attached to each shoe for depressing the same, said bars curving outwardly at the central portions.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

JAMES T. RAMAGE.

Witnesses:

W. S. LUTTS, A. R. IVEs'r. 

